Multiported balanced valve.



No. 737,211. PATENTED AUG. 2 5,-1903..

' c. A. DAIGH.

MULTIPORTED BALANCED VALVE.

APPLICATION FILED FEB. 15. 1902.

H0 MODEL.

mlqz

' i UNITED STATES,

' Ilatented August 25, 1965;.

PATENT OF ICE.

CHARLESAQ DAIGHMOF. orrarcA eo, ILLINOIS.

srncrmoatrxonr rmin partbf letters Patent No. 737,211, aeanugust 25, 1903.

' Application Tehruary 15 1: 02. Serial No.-'94,l9 6.- model.)

To all whom it may m t l Be it known thatLLOHAR LE S A; DAI'GH, of

' Chicago, inthe countyof -OookandState of Illinois, have invented: certain new-and use-; ful Improvements imMultiported Balanced,

' therefor adapted to be applied tothe wellseats indicated in broken lines.

known type of Gorlisse'ngines.

Among the objects of thisinvention'are,

first, to provide a construction whereby the speed of the engine may be considerably increased as compared with. the valve mechanismsmade under present practices; secondly;

to provide aconstruction whereby the weight,

.size, and the cost of manufacture of the'valvee.

gear may be largelyreduced {thirdlylto make perfect steam-tight valve-facesand to: reduce the friction to a minimum; fo'urthly', to producea perfectly} balanced Corliss valve; fifthly,t0-provide a quick opening and aquick closing ofathe valve-whereby a shorter cutoff maybeefiected and'the expan sion' carried;- farther thanwith valve mechanisms" of: the; prevailing type glsixthly, tov provide acon-:1-

structionwhereby the steam may be expanded lower, while at the same time a high efficiency. will be obtained, and, seventhly, to provide aconstruction whereby the valve travel is greatly reduced as compared to a single-port unbalanced valve of the Corliss type.

4 These and other objects of the invention,- will be more fully comprehended by reference to the drawings, forming part of this specifig;

cation, together with the subjoined description thereof, while the invention will be more fully pointed out in the appended claims.

. In, the drawings, Figure-l is a verticallon-M gitudinal;sectional view of a; Corliss type of, engine, showingmy improvedvalves applied thereto. -Fig.2 is'an outside view or elevavation, enlarged, of one of the valves and its I packing-ring removed from the engine. Fig.

3 is a transverse sectional View ofthe same, taken on line 2 2 of Fig. 2, with the valve- Fig. 4 is an end elevation'of; the valve.

thesourceof supplyadapted" for communi- 'cation with a supplyfpipe and A designates -the}corresponding part of the exhaust-steam outlet, which-is adapted to discharge into a,

pipe or othe'rreceptacle conveniently secured to the cylinder in the'usual manner. These parts are of the usual construction and need not be further described or more fully illustrated, since they constitute in themselves 'gno part of the presentinvention; excepting so far as they may cooperate with the valve proper. I 1

D, Fig. 3, designates my improved valve. Four of said valvesare shown in Fig. 1, the two upper-valvesbeing the steam-valves and the twolowerfthe exhaust valvesi The seats for said valves are alsoalike,fso, that the description ofone valve answers for all. Said valves are'rotative and generally cylindric and engage .cylindric seats formed partially in the cylinder-wall and partially in coverplates 0, attached to or-forming part of the cylinder. The steam and exhaust openings A A? communicate centrally with steam and exhaust passages 0 G which latter are formed at each end to constitute two branch .end plates. Said webs are of generallyconcave-convex cross-section; with -their convex *sides turned toward eachrother. The longitudinal margins of the websD may. constitute valve-faces and bear directly against the valve-seat; but preferably said margins are provided-with wearing-bars E, constitut-' ing the valve-faces.

The valve-seats are divided into a plurality.

of cylindric segments, hereinafter "termed valve-seats. Two of the seats for each valve are formed on the cylinder-wall, one on each side of the cylinderport, and are lettered a a Said seats a a are engaged by the wearing-bars of the webs or wings constituting two of the valve-faces. On the opposide side of each valve in the proximate face of the cover-plate are formed two other seats a 0, against which the other two bars E, constituting val ve-faces, bear. The cover-plate seats are separated by a longitudinal groove or depression 0 formed on the inner face of the cover-plate. v

The arrangement of the webs in the manner described is such as to form three valveports d, d, and d the two parts d and d being disposed longitudinally of the valve on opposite sides thereof and formed in the concave parts of the webs and the port (1 beinglocated between the webs and extending transversely through the same from end to end of the valve. The webs may be strengthened by suitably located stiffening flanges or other devices, if desired. Said central port is at all times in open communication with the adjacent cylinder-port and with the depression 0* of the cover-plate O. The side ports 61 d of the valve communicate directly with the branch ports or passages (J of the passage 0 When the valve is closed, the cylinder-port is cut off from the passage C and the pressure on the opposite sides of the valve is equalized, it being understood that the steam areas of both concave sides of the valve are equal. It will be noticed, furthermore, that the valvefaces when the valve is closed overlap the seats a, a 0, and 0 about half of the width of the faces, as shown in Fig. 1. The exposed overlapping faces of the valve are therefore added to the steam area of the concave sides of the valves; but the area added at one side at the seat a is balanced by the overlap of the valve-face at the seat 0. Moreover, when the valve is closed the cylinder-pressure acts against the upper and lower sides of the valve equally. One of the valve-faces overlaps the seat a at one side and is subject to the direct cylinderpressure, and this pressure is balanced by reactionary pressure against the overlapping face of the valve at the seat 0, which is transmitted through the central port (1. It will be seen, therefore, that when the valve is closed the exterior pressures equalize each other and that the interior pressures also equalize each other, these pressures acting to balance the valve notwithstanding differences between the inner and outer pressures. In other words, the forces acting against the several surfaces of the valve produce a force the resultant of which is ml.

The steam-valves at the upper side of the cylinder rotate inwardly at their bottoms to open the same, while the tops of the exhaustvalves at the lower side of the cylinder rotate outwardly to open said valves. Said valves are actuated by a suitable valve-gear mechanism, which is constructed to open the steam'valve at one end-of the cylinder and at the same time open the exhaust-valve at the opposite end of the cylinder, and vice versa. In Fig. 1 the steam-valve at the front end of the cylinder is shown open, while the exhaust-valve at the rear end of the cylinder is open, the other steam and exhaust valves being closed When one of the steam-valves is open, the ports d and d are open to the cylinder-port between the seats a a and the wings of the valve, and the central port 01 which is in constant communication with the cylinderport, is also open through the passage 0 and by-passes between the seats 0 c and the adjacent wings of the valve to the steam passages C In this manner steam is supplied to the cylinder simultaneously through three ports. It will be observed that the wings or webs of the valve are so disposed with respect to their seats that both the side ports and the by-passes to the central port are opened equally and at the same time, so that the steam is free to pass equally through all of said ports, whereby there is no tendency of the friction of the flowing steam producing an overbalancing of the valve. The action of the exhaust-valves is the same as that of the steam-valves described, with the exception that the direction of the passage of the steam throughout is reversed.

A steam-tight packing completely covers the working face of each valve D, the same embracing the bars E, as stated, which terminate at their ends in or are connected with expansion-rings E Said rings surround the outside of the ends of the valve D and have overlapping connection at their ends,as shown in Fig. 2, this construction permittinga packing engagement of the rings with the valveseats. The end plates of the valves are attached to the Wings or webs or to the parts on which they are formed by means of screws, as shown in Fig. 4, and said plates are provided with angular sockets d to receive the inner enlarged ends of the shafts on which the valve rocks.

Any preferred form of mechanism for actuating said valves may be employed; but such mechanism forms no part of the present invention and is too well understood in the art to require illustration. It may be ob served, however, that the valve-gear mechanism required for my improved construction may in practice be made from fifty to eighty per cent. lighter than the ordinary form of Corliss valve-gear, because of the accurate balance of the valve. In this manner a great saving of power to operate the valve is effected, as well as considerable saving in expense in the manufacturing of the valve-gear mechanism.

As before stated, inasmuch as the area of the opposite sides of each valve 1), which communicate with the passages and cylinder-ports, are of equal areas, they are perfectly balanced when the valves are closed against steam-pressure in the steam-valves and against air and steam or condenser vacuum in the exhaust-valves. It will be also observed that when each valve is opened the entire valve is filled inside and out with steam of equal pressure, and during the process of supplying or of exhausting the cylinder the pressure on all parts of the valve will be equal regardless of any variation in steampressure. Furthermore, the parts are so fashvalve, because there are four openings and four closings for each valve. The valve being practically frictionless and the travel greatlyreduced, the valve-gear can be much lighter, and will consequently cost much less onstruct. A Practical tests of this invention have demonstrated that not only a saving in costwill be efiected in the construction of engines equipped with my invention, but that also in locomotive-engines a higher speed maybe ob tained, the start may be made quicker, a more nearly correct indicator-card will be seen, an equivalent reduction of steam for the same load and grade proximating twenty per cent. will be obtained, and that the reverse-lever can be handled at any point under two hundred pounds pressure with onefifth the power of any of the so-called balanced valves on other type of engines now known, while in marine engines a reduction of clearance, a more nearly correct card, a better speed with the same amount of steam and pressure, or a greater economy of steam at the same speed will be obtained over marine engines now in use.

Modifications may be made in the construction and adaptation of my. improved valve to engines designed for different uses,

such aswill suggest themselves. to enginebuilders having the foregoing description and illustration at hand, all of which I desire to be included Within the scope and spirit of my invention.

Having now described my invention, what I desire to claim, and to secure by Letters Patent thereon, is as follows:

- 1. The perfectly-balanced multiported Corliss valve shown and described, two opposite sides of which communicate with steam-passages which approach from opposite sides of the valve.

2. A balanced valve and its seat, the former, when open, forming three ports or openings, each of which communicates at the same time with the cylinder, the steam being con ducted to'the valve from opposite sides thereof.

3. The combination with a Corliss valve and its seat, said valve having two opposite side ports having equal steam areas and subject to equal pressures supplied from two separate passages, the remaining sides of the valves having equal steam areas with respect to each other and communicating with a central port which extends transversely through the valve and is in constant communication with the cylinder-port.

4.. The combination with a Corliss valve and its seat, said valve having two opposite side ports which extend from end to end of the valve, and having equal steamareas and.

subject to equal pressures supplied from opposite sides of the valve, the remaining sides of the valves having equal steam areas with respect to each other and communicating Witha central port which extends transversely through the valve fromend to end thereof and communicating constantly with the cylinder-port. Y

5. The combination with a Oorliss valve and its seat, said valve embracing two longitudinal webs which engage seats formed two at each side of the cylinder-port and two in a cover-plate located opposite to said cylinder-port, said seats in the cover-plate being separated by a port or passage, said valve being provided with two longitudinal side ports which are adapted to communicate with the cylinder-port and with said port of the cover-plate, and provided also with a central port which communicates with said plateport and the cylinder-port.

6. In an engine comprising a'cylinder, and steam inlet and exhaust passages, the valveseats 0 c a 0. the oscillating valve D having 1 eXteriorly near each end with an expansionwith expansion-rings E connected by bars E and the packing-plate D, substantially as described.

In testimony that I claim the foregoing as.

my invention I affix my signature, in presence of two witnesses, this 12th day of February, A. D. 1902.

CHARLES A. DAIGH.

Witnesses:

TAYLOR E. BROWN, GERTRUDE BRYCE.

8. A multiported balanced valve D provided too 

